Stern drive unit assembly



May 4, 1965 E. c. KIEKHAEER ETAL STERN DRIVE UNIT ASSEMBLY 4Sheets-Sheet 1 Filed Jan. 7, 1963 INVENTORS C. /fnnwzw W /VORTH nnnfwMay 4, 1965 E. c. KIEKHAl-:FER ETAL 3,181,494

STERN DRIVE UNIT ASSEMBLY Filed Jan. '7, 1963 4 Sheets-Sheet 2 5 I r zz83 83 2 INVENTORS [mf-R C. Mirra/uffa ggz/IMG MV. WORTH ndrus Siam@Attorneys May 4, 1965 E. c. KIEKHAEFER ETAL 3,181,494

STERN DRIVE UNIT ASSEMBLY Filed Jan. 7, 1963 4 Sheets-Sheet 3 INVENTOR2am CI )rinfusa-R BfRv/lv W MRTH rfrus Il slanke rforweys May 4, 1965 E.c. KIEKHAEFER ETAL STERN DRIVE UNIT ASSEMBLY 4 Sheets-Sheet 4 Filed Jan.7, 1963 United States Patent O 3,181,494 STERN DRIV E UNET ASSEMBLYElmer Carl Kiekhaefer, Winter Haven, Fla., and Irving W. North, Fond duLac, Wis., assignors to Kelrhaefer Cor. poration, Fond du Lac, Wis., acorporation of Delaware Filed Ian. 7, 1963 Ser. No. 249,642 1l Claims.(Cl. 11S-34) This invention relates to an inboaId-outboard drive andmore particularly to an outboard or stern drive unit assembly.

For storage, as well as for trailering and for that occasional repair,it is generally desirable to remove the stern drive unit from thetransom of the watercraft. Generally such removal requires a dismantlingof steering and shift control cables from the unit. If the stern driveunit receives the engine exhaust products for discharge under water andis adapted to pick up engine coolant, removal of the unit can be furthercomplicated in View of the necessary piping for conduction of exhaustproducts and coolant through the transom between the drive unit and theinboard engine. it is generally an object of this invention to provide ameans for quick disassembly of the stern drive unit without firstdismantling the steering and shift control cables from the unit andwherein the coolant and exhaust piping remain undisturbed.

Generally according to the invention, the stern drive unit includes agenerally vertical housing enclosing the vertical drive shaft of theunit and a forwardly extending housing removably secured to the verticalhousing and through which the horizontal through transom drive shaftextends. The stern drive unit through its forward housing is supportedon a generally vertical axis for steering movements and on a generallyhorizontal axis for tilt movements. The stern drive unit is alsoprovided with forward and reverse gears which are selectively engaged byshift means actuated from the forward housing to provide forward andreverse drive. Since shift and steering control actuating means are bothassociated with the stern drive forward housing, the vertical driveshaft housing can be removed from the forward housing without disturbingthe steering and shift control cables.

Further, according Ito the invention, the stern drive unit includesunder water discharge means for the engine exhaust products and pick upmeans for the engine cooling water. ln the region of the steering andtilt axes, the exhaust products and coolant are conducted throughilexible conduit secured to the forward housing of the stern drive.Thus, removal of the vertical drive shaft housing from the forwardhousing will not disturb the exhaust and coolant systems in the regionof the steering and tilt axes.

The drawings furnished herewith illustrate the best mode for carryingout the invention as presently contemplated and set forth hereinafter.

ln the drawings:

FIG. l is a perspective View of a stern drive unit of aninboard-outboard drive mounted on a partially shown transom of awatercraft;

PEG. 2 is an enlarged elevational view in section of the stern driveunit of this invention shown mounted on a watercraft;

FIG. 3 is a sectional View taken generally on line 3 3 of FIG. 2;

FIG. 4 is an enlarged fragmentary elevational View of the stern driveunit partially in section and generally showing how the drive unit maybe disassembled for storage and the like in accordance with thisinvention;

PEG. 5 is a View taken generally on line 5-5 of FIG. 4;

ICC

FlG. 6 is a view taken generally on line 6-6 of FlG. 4;

FlG. 7 is an enlarged fragmentary elevational view showing the means foreffecting a disengagement of the hool; assembly of the stern drive unitfrom the tilt adjustrnent pin and `in phantom shows the hook assemblymoved to the disengaged position;

FIG. 8 is a fragmentary View taken generally on line 3 8 of FIG. 7;

FlG. 9 is a fragmentary view of the bell crank lever for actuating themeans for effecting a disengagement of the hook assembly from the tiltadjustment pin;

FIG. l() is an enlarged fragmentary view with parts broken away showingthe reverse lock means in the inoperative position during forward drive;and

FIG. ll is a view similar to that of FIG. l0 and shows the hook assemblylocked in the engaged position during reverse drive.

Referring to the drawings, the inboard-outboard drive includes a sterndrive unit l mounted on the transom 2 of a partially shown boat or otherwatercraft 3. The stern drive unit includes a propeller d which iscarried rearwardly of the vertical drive shaft housing S on thegenerally horizontal propeller shaft 6. Propeller shaft 6 is driven bythe generally vertical drive shaft '7 rotatably mounted in housing 5 andcarrying drive gear 8 which meshingly engages with spaced forward andreverse drive gears 9 and il) freely rotatable on the propeller shaft.

The propeller 4 is rotatable in opposite directions for forward andreverse propulsion in accordance with selective engagement of the drivengears 9 and l0 by the axially movable clutch element ll rotatablycarried by propeller shaft d between the driven gears. Axial movement ofclutch element ll is effected by the vertically disposed :rotatablecontrol rod 12 which carries the cam T13 at the lower end thereof forengagement with the axially movable spring-biased pin means i4 carryingthe clutch element and projecting from the forward end of propellershaft o. The rod l2 and cam 13 are rotatable by means hereinafter to bedescribed to selectively shift the clutch element 1l into engagementwith driven gears 9 and lil or into an intermediate neutral position.

The vertical drive shaft '7 is driven by the engine l5 mounted inboardof watercraft 3 through the horizontal drive shaft 16 which extendsthrough the transom 2 and stern drive bell housing i7 into gear chamberILS in the vertical .drive `shaft housing 5. In gear chamber 18 bevelgears l and 2t) carried on shafts '7 and 1d respectively are meshinglyengaged. The horizontal drive shaft Il@ includes a double universaljoint 21 having its center sub -stantially at the intersection of thegenerally vertical steering axis and generally horizontal tilt axis ofthe stern drive unit 1 as will 'be more fully described hereinafter.

The stern drive unit 1 is supported from the transom 2 by opposed inner`and outer transom plates 22 and 23 respectively which overlie thesingle transom opening 24 and -are secured together by suitable bolts25. Outer transom plate 23 includes a generally tubular pilot projection2d which is outwardly stepped rearwardly thereof to provide retainingseat 27 for the ball .bearing 2S rotatably supporting .the horizontaldrive shaft i6. Pilot projection 26 is telescopingly received by theopening 29 in the inner transom plate 22 to provide for proper alignmentbetween drive shaft 16 and coupling element 39 carried by the engineflywheel 31. The driving for-ce of engine l5 is transmitted to driveshaft 16 through the internally :sp-lined hub 32 of coupling element 39which slidably receives the splined end portion 33 of the shaft.

A flexible bellows connector 34 extends around the universal joint 21and is secured between the tubular su-pporting skirt 35 for pilotprojection 26y of transom plate 23 and the forwardly extending tubularprojection 36 within bell housing 17 th-rough which the shaft 176extends. TheV connector 34 prevents water from reaching the regions ofshaft 16 without interfering with the operation of the universal joint21 as hereinafter described;

The outer transom plate 23 constitutes -a girnbal ring housing :for thegimb-al ring member 37 which extends Iaround the drive shaft 16 at theuniversal joint 21 and is disposed intermediate the transom palte 23yand the bell housing 17 on the stern drive -unit 1. The girnbal ringmember 37 is adapted .to receive therewithin the `forward portion ofbell housing 17 for pivotal support of the drive unit on a pair oftransversely spaced pinmembers 38 carried by the gimbal. ring member anddisposed on the gene-rally transverse horizontal tilt axis. The tiltaxis is generally disposed at the line of intersection of the transversevertical `and horizontal planes through theV center yof the doulbleuniversal joint 21 in drive shaft 16 `so that the drive can bend readilyIat the joint to aoco-modate tilt movements of the unit in a generallyvertical plane as when striking a submerged or floating object.

'Ilhe gimblal ring member 37 is in turn pivotally supported` from theouter transom plate 23 by vertically and axially aligned shaft elements39 and 40' disposed on a generally vertical swivel axis Vfor rot-ationof the gimbal ring member together with the stern drive unit in agenerally horizontal plane for steering control olf the unit.'Ilhe-swivel axis 4is disposed ahead of the vertical drive shaft 7 andpasses generally through the center of universal joint 21 so that lthehorizontal drive shaft 16 will fbend correspondingly at the joint toaccommodate steering movements of the unit. `Steering control of theunit is provided by a remote control unit, not shown, which pivots thesteerin-g arm 41 secured on swivel shaft element 39.

The stern drive Iunit 1 receives the exhaust products Vfrom the inboardengine lfor discharge underwater eliminating need for separate mufflerand yet providing a more quiet level of engine operation. 'Ihe exhaustproducts are received from engine 15 through flexible conduit 42 whichextends through the opening 43 in the inner transom plate 22 forconnection to the tubular connector 44 projecting into transom opening24 and formed integrally with outer transom plate 23 and spacedgenerally beneath the pilot projection 26. The tubular connector 44communicates with a generally aligned forwardly extending tubularprojection 45 on bell housing 17 through the flexible and expandablebellows conduit 46 which extends through the girnbal ring member 37 andis secured respectively tothe connector and projectionto provide exhaustpassage from the fixed transom to the movable drive Aunit withoutinterference from or to the steering and tilt movements of the unit.

From the inlet projection 45, the exhaust products from engine 15 moverearwardly and downwardly through the enlarged passage 47 in bellhousing -17 and into lthe c'lavernous interior of drive shaft housing 5and are directed into the propeller hub passages 48 for discharge underwater through discharge opening 49 rearwardly of the propeller 4.

Cooling -Water for `circulation through the iblock of engine 15 ispicked up through a series of vertically aligned ports 50 provided inhousing 5 beneath the anticavitation plate 5'1 on the respective sidesof the stern drive unit. The ports 50 open into a cored passage 52within housing 5 and which communicates with the impeller pump l53driven by the vertical drive shaft 7. The pump 53 forces the coolantinto the `coolant chamber 54 adjacent yto and rearwardly of the uppervIgear chamber 18 through the conduit 55 connecting the pump and cham-Iber. From chamber 54 the coolant moves through the -transverse outletpassage 56 and into the longitudinal cored passage 57 whichextends`along the port side of gear chamber 18 and into the bell housing 17 andtermil nates with a forwardly extending tubular outlet projection 58disposed generally between the exhaust inlet projection 45 and tubularprojection 36.

A flexible conduit 59 extends through the gimbal ring member 37 andconnects the fitting 60 threaded into the outlet projection 53 movablewith the dirigible and tiltable stern drive unit 1 to the tubularfitting 61 secured within .the generally fixed outer transom plate 23.Fitting 61 extends through and is resiliently secured within thefowardly extending tubular projection 62 which projects through anopening 63 in the inner transom plate 22 placing the yforward end of thefitting inboard of the watercraft. The flexible conduit 64 secured tothe inboard end of fitting 61 carries the coolant Water to the engine15.

Selective shifting of clutch element 11 between forward and reversegears 9 and 1t) land the intermediate neutral position therebetween iseffected by operation of the remote control cable 55 through remotecontrol means, not shown. As shown in FIG. 3, the cable 65 passesthrough opening 43 in the inner transom plate 22, transom opening 24 andthe aligned rearwardly extending tubular projection 66 on transom plate23. The terminus of cable casing 67 is secured within fitting 68 whichis threadedly secured within a longitudinal bore opening in bell housing17 while the cable core wire 69 continues into the slide chamber 70 andextends into the movable shift slide member 71 for securement thereto.To prevent water from entering the watercraft through tubular projection66 and also provide for movement of cable 65 relative to projection 66in accordance with tilt and steering movements of the stern drive unit,a conical bellows member 72 is secured between the cable casing 67 andthe projection. Y The slide member 71 is actuated longitudinally by thecore wire 69 within chamber 7i? between the reverse drive position shownin solid lines in FIG. 3 and the forward drive position as shown inphantom lines. An intermediate position of slide member 71 defines theneutral drive position. Actuation of the slide member 71 effects acorresponding rotation of the vertical rod 73 through lever 74 which issecured to the upper end of the rod. Lever '74 extends over the slidemember and carries a depending roller 75 on a vertical axis forselective engagement by a pair of longitudinally spaced abutments 76extending upwardly from slide member 71 on opposed sides of the roller.

The vertical rod 73 is generally axially aligned with the shift 4controlrod 12 and constitutes an extension thereof. The rod 73 extendsdownwardly from slide chamber 70 through an opening 77 into the bellhousing exhaust passage 47, through the exhaust passage and into thetilt lock recess 78 Vthrough opening 79 generally aligned with opening77. The lower end of rod 73 within recess 7S carries a coupler elementSi) provided with a downwardly opening groove 81 which is adapted toreceive therewithin a corresponding tongue 82 which extends upwardlyfrom the upper end of shift control rod 12 to rotationally lock therespective rods together. As is most clearly shown in FIGURES 2 and 3,the groove 31 and tongue 82 extend fore-and-aft when clutch element 11is in forward drive position.

The normal operating position or trim of the stern drive unit 1 isdetermined by the engagement between the transversely spacedv abutmentwalls 83 which define the transverse extent of tilt lock recess 78 onthe vertical drive shaft housing 5 and the tilt adjustment pin 84 whichis removably disposed in a corresponding pair of a series of holes 85 inthe transversely spaced yoke arms 85 carried at the lower end of gimbalring member 37.

Within the tilt lock recess 78, a releasable hook assembly 87 ispivotally mounted on the transversely extending pin 8S carried by thetransversely spaced walls 83 of drive shaft housing 5. The assembly 37includes a pair of forwardly extending, transversely spaced arms 59 and90 each of which pivotally carry outwardly thereof a re leasable hookmember 91 on the transversely extending pin 92 extending between theforward end of the arms. In the normal operating position of the sterndrive unit, the hook assembly S7 is biased upwardly by the helicalcompression spring 93 to make engagement with the tilt adjustment pin S4from below and place the latch hooks 94 on the forwmd side of pin 84oppositely from the engagement by the abutment walls 83. The helicalspring 93 is disposed around a vertical pin member 95 which is threadedinto the drive shaft housing 5 forwardly of shift rod 12 andintermediate the arms of hook assembly S7. The spring 93 bears upwardlyagainst the opposed inwardly extending projections 96 on arms 89 and 90to maintain the assembly S7 in the engaged position. The head 97 on thethreaded pin member 95 is disposed above projections 96 and is engagedby the projections to limit the upward pivotal movement of the hookassembly 87. Normally the pin member 95 will be threadedly adjusted sothat the limiting head 97 will permit full engagement between the latchhooks 94 and the tilt adjustment rod 84.

A tension spring 9S is disposed between the forward portion of therespective arms 89 and 90 and the rear portion of the corresponding hookmember 91 to bias the heel 99 of the respective hook members against anou*- wardly extending cam surface 112) provided on the arms forwardly`of the hook member pivot pin 92 to establish the normal position of thelatch hooks 94. The biasing force of springs 98 is generally adequate tomaintain the respective latch hooks 94 in their normal position duringordinary and normal operation of the stern drive unit in forward gear.In the event, however, that the stern drive unit should strike asubmerged or iioating object, the biasing force of springs 9S may beovercome as the arcuate surface 101 on the hook members between heel 99and latch hook 94 cams upwardly on cam surfaces 109 and simultaneouslydepresses the compression spring 93 to effect an unlatching of the latchhooks 94 from the tilt adjustment rod 84 to permit the drive unit totilt upwardly on the transverse tilt pins 38 and thereby clear thestruck object. Immediately after unlatching is effected, springs 93 and9S return the arms 89 and 9d and hook members 91 to their normalpositions. After the struck object has been cleared by the drive unit,the drive unit will return to vits normal running position and in sodoing the forward cam surface 102 on arms 89 and 99 engage the tiltadjustment rod S4 causing the hook assembly S7 to pivot downwardlyagainst the pressure of spring 93 to permit the latch hooks 94 to moveunder and again normally reengage the tilt adjustment rod.

When the stern drive unit 1 is operated in reverse, a forwardly pitchedpropeller tends to climb out of the water or tilt the unit upwardly.Thus, it becomes irnperative to prevent the hook assembly S7 fromdisengaging the tilt adjustment pin S4 during reverse operation so thatthe propeller torque imposed on pin S4 through the hook assembly will beconned to act in a generally hori- Zontal plane.

The reverse lock means for the hook assembly S7 includes the pivotalelement 1113 having a central U-shaped portion 104 which is disposedintermediate the hook assembly arms 89 and 99. The arcuate segment ofportion 194 extends around behind the shift control rod 12 and thetransversely spaced legs thereof are connected to corresponding arms1115 disposed outwardly of the respective hook assembly arms 89 and 9i)by means of horizontal struts 166 which extend beneath the hook assemblyarms. The transversely spaced arms 1115 of element 103 are pivotallysupported by the transverse pin S8 which, as hereinbefore described,also pivotally supports the hook assembly S7.

Beneath the tongue 82 on the upper end of shift control rod 12, the rodis provided with a pair of vertically spaced cam projections 107 and 168which extend outwardly from the rod as shown in FIGS. l0 and ll. Thelower cam projection 108 is adapted to raise roller 109 carried on atransverse axis by the starboard leg 11d` of the U-shaped portion 104 ofelement 1113 and thereby pivot element 103 upwardly as the shift controlrod 12 rota-tes to move the clutch element 11 through neutral. When therod 12 has rotated to engage the clutch element 11 with the reverse gear10, the roller 109 has moved ont-o a plateau on cam projection 1113 andelement 163 has reached its uppermost locking position. With element1113 in the locking position, the horizontal struts 106 of element 103are disposed beneath arms 89 and 9i) of the hook assembly S7 and thusprevent a disengagement of the hook assembly from the tilt adjustmentpin S4.

When the shift control rod 12 is rotated to provide for disengagementbetween clutch element 11 and reverse gear 10, the roller 109 rides fromthe locking plateau and proceeds down the inclined cam surface as therod 12 is rotated through neutral. The cam surface of the upper camprojection 107 merely serves to confine the roller 199 and assurepositive return of element 103 to its unlocked position.

Because the hook assembly 87 is normaily engaged with the tiltadjustment pin 84, it becomes necessary to provide means for eiec-ting adisengagement therebetween so that the stern drive unit 1 may be tiltedmanually or otherwise for repair or for other reasons. The hook assemblydisengagement element 111 comprises a pair of transversely spaced levermembers 112 and 113 connected by a strut portion 114 and is pivotallymounted on the transversely extending pin 115 supported by thetransversely spaced projection 116 extending from the underside of bellhousing 17 above the tilt lock recess 78. Lever member 112 of element111 extends generally downwardly and carries a roller 117 adjacent thelower end thereof on a transverse axis. Roller 117 is disposed outwardlyof member 112 and lis generally radially aligned with arm $9 of hookassembly 87. Normally the lever member 112 is biased rearwardly to anout of the way position against the bell housing 17 by the torsionspring 118 which is disposed around the pivot pin 115 and bearsrespectively against the bell housing and downwardly on the generallyforwardly extending lever member 113.

When release of the hook assembly `S7 from the tilt adjustment pin 8d isdesired, lever member 113 is pivoted upwardly by an upward pull on rod119 pivotally connected to the outer end thereof to swing the levermember 112 forwardly. The path of roller 117 on the forwardly swinginglever member 112 intercepts the inclined surface 120 of the blockassembly arm 89 and rolls thereon to depress the hook assembly S7against the pressure of spring 93 to thereby release the latch hooks 94from the tilt adjustment pin 84. After the hook assembly 37 issuiiiciently depressed, the stop 121 on the opposite side of pivot pin115 from lever member 112 abuts against the bell housing 17 to arrestfurther pivotal movement of element 111. When the upward pull by rod 119is released, the torsion spring 118 will effect a return of lever member112 to its normal out of the way position and the compression spring 93will be free to bias the hook assembly S7 to reengage the tiltadjustment pin S4.

The pull rod 119 for activating element 111 is controlled by a bellcrank 122 rotatably mounted in the side wall of the upper portion ofbell housing 17. Intermediate its length the rod 119 is provided with anS bend so that the upper porti-on thereof extends adjacent the innerwall of the bell housing and clear of the bellows exhaust conduit 46 andthe flexible water conduit 59. The upper end of the rod is pivotallyconnected to lthe bell crank lever arm 123 disposed inside the bellhousing 17 and extends generally rearwardly and upwardly from the axisof the bell crank. The bell crank 122 is provided with lever 124 fon theoutside of the bell crank housing 17 for manual manipulation thereofbetween the angularly spaced stops 125 and 126.

To effect a release between the hook assembly S7 and the tilt adjustmentpin 84, lever 124 is rotated in the 7 Y direction of stop 125 to raisethe bell crank lever 123 and thus pull up on rod 119. As the lever 124approaches stop 125, the lever 123 approaches the high point of itstravel and the hook lassembly disengagement element 111 has effected afull disengagement of the hook assembly 87 fr-om the tilt adjustment pin84 with further rotation of element 111 being prevented by engagement ofstop 121 with the bell housing 17. Thereafter further rotation of bellcrank lever 124 to engage stop 125, effects a slight stretching of rod119 as the lever 123 carries the upper end of the rod over center withrespect to the bell crank axis to thereby lock element 111 and maintainthe hook assembly disengagement. When it is desired to effect arcengagernent between hook assembly S7 and the tilt adjustment pin 8,4,rod 119 is released from its over center lock by manipulation of bellcrank lever 124 toward its stop 126, and thereafter the torsion spring118 will return element 111 to its out of the way position. Actingthrough rod 119, torsion spring 118 will also return and hold the bellcrank lever 124 against the stop 126.

During operation of the stern drive unit 1, impact of the unit with asubmerged or floating object could impose severe stresses and strains ontheunit, the engine and the boat. To cushion the impact and thus protectthe drive unit, engine and boat, a hydraulic shock absorber 127 isdisposed on each side of the drive unit and extends between the driveunit and the gimbal ring 37. The eye 128 at the upper end of therespective shock absorbers 127 is Vreceived within a bifurcated rearwardprojection 129 as provided on the respective sides of the gimbal ringmember 37. The eye 128 is pivotally mounted on a .transverse pin 130extending through the projection at a location generally rearwardly ofand below the tilt axis. Thelower eye 131 of the respective shockabsorbers 127 are spaced from the sides of the drive shaft housing andare aligned with tubular projections 132 which extend horizontally fromthe housing at a location generally above the pivot axis for hookassembly 87. The lower eyes -131 of shock absorbers 127 are pivotallymounted on a single through bolt 133 which passes throughth'e spacedprojections 132 and the housing 5. Thus, upon impact with a submerged orfloating object causing the stern drive unit to tilt relative to thegimbal ring member 37, the shock absorbers 127 will be extended toVcushion the impact. Y Y

For purposes of Vtrailering, storage or repair, the stern drive unit maybe readily disassembled by removal of the vertical drive shaft housing 5from its bell housing 17 as generally shown in FIG. 4. The opposed faces134 and 135 of housings 5 and 17 respectively meet in a generallyVertical plane and a plurality of bolts 136 extending through outwardlyprojecting flange portion 137 adjacent the drive shaft housing face 134extend through corresponding openings in the face 135 of the bellhousing and are threadedly received by nut membersV 138 secured vwithinthe bell housing to secure the housings 5 and 17 together. A gasket 139is disposed between the faces 134 and 135 to seal the connection betweenthe housings.

As shown in FlG. 3, the longitudinal coolant passage 57 andthe shiftslide chamber 7@ extend between the vertical drive shaft housing 5 andbell housing 17 and are therefore interrupted upon disassembly at theopposed faces 134 and 135. An annular recess 140 is provided in the bellhousing face 135 concentrically of the circular' passage 57 forreception of an annular seal 141'engageable by the drive shaft housingface 134 to prevent coolant leakage between the assembled faces. Theengine exhaust products flow through bell housing passage 47 into thegenerally aligned passage 142 of housing 5 at the opposed faces 134 and135.

An annular pilot projection 143 extends forwardly from the drive shafthousing face 134 concentrically with respect to the horizontal driveshaft 16 and is adapted to be slidably received within bore 144 of thebell housing projection 36. The drive shaft housing pilot projection 143serves as a bearing housing for the rearmost portion 145 of thehorizontal drive shaft 16. An annular bearing retaining collar 146 isdisposed within the bore 147 of projection 143 and engages rearwardlythe annular shoulder 148 adjacent to gear chamber 1S.

A pair of axially aligned oppositely tapered roller bearings 149 and 150are disposed radially between the hub 151 of bevel gear 21) and collar146. The inner race of bearings 149 and 156 are secured axially betweenbevel gear and the rearwardly facing shoulder 152 formed by the enlargedshaft portion 153 adjacent to the universal coupling 21 by the threadedelement 154 which secures the gear V20 on the end of the shaft. Anannular seal retainer 155 is disposed in bore 147 adjacent to collar 146and supports the oil seal 156 in bearing engagement with the enlargedshaft portion 153.

The outer race of bearings 149 and 151B and the seal retainer 155 aresecured within the bore 147A by the annular collar 157 which is threadedinto the end of bore 147 andV projects forwardly therefrom. Thus, and asshown in FIGS. 2 and 4, the horizontal drive shaft 16 is secured withinthe bore 147 and is removable with the vertical drive shaft housing 5upon disassembly of housing 5 from bell housing 17.

The collar 157 is provided with a circumferential recess 158 whichextends radially inwardly immediately forward of pilot projection 143.An annular sealing member 159 is disposed in recess 158 and projectsoutwardly from the recess to engage the circumferential rearward wallportion of bore 144 in the bell housing projection 36. In the assembledrelation of housings 5 and 17 the outwardly projecting portion ofsealing member 159 is compressed between the forward end of the pilotprotection 143 and the rearwardly facing shoulder 16% formed by theinwardly stepped forward wall portion of bore 144 to seal the enclosurefor drive shaft 16.

To effect a disassmebly of the vertical drive shaft housing 5 from thebell'housing 17, the shift mechanism of the stern drive unit 1 must beplaced into the forward drive position. ln the forward drive position,the shift control rod 12 is so oriented that the lock element 103 isineffective and the hook assembly 87 remains releasably engaged to thetilt adjustment pin 84. Further, the coupler element on shift rod 73 isso oriented that the tongue 82 on rod 12 and the groove 81 in element 80are disposed in a fore-and-aft direction. With the tongue 82 and grooveS1 disposed in the fore-and-aft direction, the tongue is slidable fromthe groove as the vertical drive shaft housing 5 including the shiftcontrol rod 12 are removed from the bell housing 17 which retains theshift rod 73 as shown in FIG. 4.

It also becomes necessary to disengage the hook assembly 87 from thetilt adjustment pin 84 when disassembling the housing 5 from bellhousing 17. As hereinbefore explained, the releasable hook assembly 87is depressed from its engaged position with pin S4 by the element 111which is pivoted into and locked in the hook assembly disengagementposition by manipulation of the bell crank lever 124 to its positionengaging the lower stop 125. As shown in FIG. 4, the hook assembly 87forms a part of the vertical drive shaft housing 5 and is removabletherewith while the means for releasing the hook assembly includingrelease element 111 is part of the bell housing 17. After disassembly ofdrive shaft housing 5 from housing 17, release element 111 may beunlocked for return to its out of the Way position.

Since the shock absorbers 127 extend between the gimbal ring member 37and the vertical drive shaft housing 5, it is also necessary todisengage one end of the shock absorbers to effect disassembly betweenhousings v5 and 17. According to the disclosed embodiment, the

single through bolt 133 extending through housing 5 is removed todisengage the shock Vabsorbers 127 from the drive' shaft housing incontemplation of disassembly of housing 5 from housing 17 A furthernecessity for effecting di-sengagement between the vertical drive shafthousing and the bell housing 17 is the removal of bolts 136 extendingthrough ange portions 137 of housing 5 and engaging the nuts 138 of bellhousing 17. In the disclosed embodiment only six (6) such bolts 136 arerequired to secure the housing faces 134 and 135 together.

After the shift mechanism of the stern drive unit 1 has been placed inthe forward drive position and the hook assembly S7 is disengaged fromthe tilt adjustment pin 84 and the single shock absorber through bolt133 has been removed along with the six bolts 136 securing housing faces134 and 135 together (the order of the above procedures not beingessential except that the hook assembly 37 may not be fully disengagedunless the shift mechanism is in forward drive position), the verticaldrive shaft housing 5 may be pulled from the bell housing 17. In theremoval procedure, the splined forward end 33 of the horizontal driveshaft is slidably removed from the hub 32 of the engine flywheelcoupling element 39 and the forward portion of the shaft slides axiallythrough ball bearing 28 seated in the outer transom plate 23 as thepilot projection 143 on housing 5 is pulled from the bore 144 in bellhousing 17. Simultaneously the tongue 82 on shift rod 12 is slidablyseparated from the coupler groove S1 on shift rod 73.

To effect a reassembly of the vertical drive shaft housing 5 with thebell housing 17, the separate portions of the shift mechanism must againbe placed in the forward drive position if disturbed since disassemblyso that the tonge 82 and groove 81 are properly aligned forreengagement, In the forward drive position, the shift slide 71 projectswholly out of the bell housing 17 as will be evident from the phantomposition of the shift slide in FIG. 3. Thus, as the housing 5 is broughtinto position for reassembly, the horizontal drive shaft 16 must beguided into the ball bearing 28, and the shift slide 71 must also beguided into the portion of the slide chamber 70 in housing 5. After thesplined. end 33 of shaft 16 is received within hub 32 of couplingelement 3l) and the pilot projection 143 within the bell housing bore144 and the tongue 32 within the shift rod coupler groove 81, the bolts136 may be threadedly replaced and the shock absorber through bolt 133installed to again secure the lower end of the shock absorbers 127 tothe housing 5.

If the reassembly of housing 17 to housing 5 was accomplished with thedisengagement element 111 locked in the hook assembly disengagementposition, then a manipulation of the bell crank lever 124 to effect itsreturn toward the upper stop 126 will return element 111 to its out ofthe way position permitting the hook assembly 87 to reengage the tiltadjustment pin S4 in readiness for operation of the drive unit. lfduring reassembly the disengagement element 111 was already in the outof the way position, then the hook assembly 87 would have simplyreengaged the tilt adjustment pin 8d as the housing 5 was movedforwardly to place the housing faces 134 and 135 in their assembledrelation,

The stern drive assembly or mode of stern drive disassembly inaccordance with this invention provides the distinct advantage of notrequiring a dismantling of either the shift or steering control cablesfrom the unit. Such dismantling and the subsequent reinstallation are ofcourse time consuming. And with each reinstallation of the cables thereis generally required an adjustment or synchronization between theoperation of the remote control unit and the function to be performedthereby. Such adjustment or synchronization is frequently difficult toattain by an inexperienced owner of the drive unit. If proper adjustmentor synchronization is not attained, operation of the drive unit can bedangerous and may result in damage to the unit. Furthermore, frequentreinstallation of the control cable can materially affect the life ofthe cable, especially when an inexperienced owner l@ unduly bends andotherwise stresses the cable to make it tit.

It should be noted, too, that the stern drive assembly or mode ofdisassembly does not require removal or dismantling of flexible and/ orexpandable conduits such as enclose the horizontal drive shaft and carrycoolant and exhaust products between the stern drive unit and engine. Asa result the connections for such conduits are better able to remainleak-tight as provided in the initial installation. According to thisinvention the cooling and exhaust systems as well as the shift slidechamber are interrupted during disassembly at locations where properalignments in passages and the like are readily reestablished duringreassembly.

Various modes of carrying out the invention are contemplated as beingwithin the scope of the following claims particularly pointing out anddistinctly claiming the subject matter which is regarded as theinvention.

We claim:

1. In an outboard propulsion unit for watercraft wherein said unit isdriven by an engine mounted inboard of the watercraft, a generallyvertical drive shaft, a housing rotatably supporting said drive shaft, agenerally horizontal propeller shaft rotatably supported in saidhousing, a forward and reverse gear on the propeller shaft drivinglyconnected to the vertical drive shaft, clutch means rotatably carried bythe propeller shaft and being movable axially to selectively engage saidgears to rotate the propeller shaft corresponding to forward and reversedrive respectively and to a neutral drive position intermediate saidgears, a housing member supporting the shaft housing and extendingforwardly therefrom with a portion of the shaft housing projectingforwardly in spaced relation beneath the housing member, said housingmember along with said drive shaft housing being dirigibly and pendantlysupported from the transom of the watercraft, generally horizontal drivemeans removably coupled to the engine and extending through said housingmember and into the drive shaft housing to drivingly connect the engineand vertical drive shaft, and shift means for actuating the clutch meansand including a shift rod extending generally vertically from thehousing member into the` drive shaft housing, said drive shaft housingbeing removable from the housing member with the shift rod beingseparable therebetween.

2. The invention of claim l wherein the shift rod is provided withseparable coupling means in the space between the housing member' andthe forwardly projecting portion of the drive shaft housing so that uponremoval of the drive shaft housing from the housing member the rod isdivisible into portions corresponding to the shaft housing and thehousing member.

3. The invention of claim 2 wherein the shift rod coupling means isseparable only in a given drive position of the shift rod.

4. The invention of claim 2 wherein the shift rod coupling meanscomprises a tongue and groove connection which is aligned fore-and-aftand is separable only in the forward drive position of the shift rod.

5. In an outboard propulsion unit for watercraft having a transom andwherein said unit is driven by an engine mounted inboard of thewatercraft, a generally vertical drive shaft, a housing rotatablysupporting said drive shaft, a housing member supporting the drive shafthousing and extending forwardly therefrom and along with said driveshaft housing being dirigibly and pendantly supported from the transomof the watercraft on generally vertical and transverse horizontal axesforwardly of the vertical drive shaft, a horizontal drive shaftextending through the transom and housing member and being removablycoupled to the engine and adapted to accommodate movements of thehousing member together with said drive shaft housing on said axes, saidhorizontal drive shaft extending into the drive shaft housing fordriving connection to the vertical drive 4satin/i924.

shaft and being secured axially within said housing, engine coolantpickup means and engine exhaust discharge means in said drive shafthousing and communicating with said housing member, conduit meansextending between the housing member and engine to carry the coolant andexhaust products and being adapted to flex in the region of saidgenerally vertical and transverse horizontal axes, a parting linebetween said drive shaft housing and said housing member beingsubstantially vertical and transverse of the unit, and means removablysecuring said drive shaft housing to the housing member along saidparting line, the communicating passages for said engine coolant andengine exhaust opening through the face of said parting line wherebysaid drive shaft housing may be removed without interruption of saidflexible conduit means.

6. In an outboard propulsion unit assembly for watercraft having atransom and wherein the propulsion unit is driven by an engine mountedinboard of the watercraft, a generally vertical drive shaft, a housingrotatably supporting said'drive shaft and having a forwardly disposedgenerally planar face .and a tubular projection extending forwardly fromsaid face, a housing member engageable with said drive sha-ft housingand having a rearwardly disposed generally planar face complementing thedrive shaft housing face and a bore opening to receive the drive shafthousing tubular projection, means removably securing the opposed facesof the drive shaft housing and housing member together,`transom supportmeans dirigibly and pendantly supporting the housing member togetherwith said drive shaft housing on a generally vertical axis for steeringand a transverse horizontal axis for tilt movements, said axes beingdisposed forwardly of the vertical drive shaft and generally within saidhousing member, a horizontal drive shaft removably coupled to the engineand extending through the transom support means and housing member boreopening and being axially secured within the drive shaft housingprojection and drivingly connecting the engine and vertical drive shaftand being adapted to accommodate movements of the housing membertogether with the drive shaft housing on said axes, latch means carriedby the vertical drive shaft housing and normally engaged with thetransom support means, means on said housing member to effect a releaseof the Vlatch means from the transom support means, said vertical driveshaft housing together with the horizontal drive shaft being removablefrom said housing member upon removal of the securement meanstherebetween and after lthe latch means are released from the transomsupport means.

7. The invention of claim 6 whereinV at least one hydraulicshockabsorber is pivotally mounted on pin means respectively carried bythe vertical drive shaft housing and the transom support means, one ofsaid pin means -being removable to disengage one end of the shockabsorber and thus provide for removal of the drive shaft housing fromthe housing member.

8. The invention-of claim 6 wherein the means removably securing theopposed faces of the drive shaft housing and housing member togethercomprise a plurality of threaded members which extend therebetween andWherein a pair of hydraulic shock absorbers extend between the transomsupport means and the vertical drive shaft housing, said shock absorbersbeing disposed on opposite sides of the unit and having one end thereofpivotally mounted on the support means, and a bolt member extendingthrough the drive shaft housing for the pivotal support of the oppositeend of the shock absorbers, said drive shaft housing being disengageableyfrom the housing member upon removal of the threaded members and theshock absorber through bolt member.

9. In an outboard propulsion unit for watercraft having a transom andwherein said unit is driven by an engine mounted inboard of theWatercraft, a generally vertical drive shaft, a housing rotatablysupporting said drive shaft, a housing member supporting the drive shafthousing and extending forwardly therefrom and along with saiddrive shafthousing being dirigibly and pendantly supported from the transom of thewatercraft on generally vertical and transverse horizontal axesforwardly of the vertical drive shaft, `a generally horizontal driveshaft extending through the housing member and being removably coupledto the engine and adapted to accommodate movements of the lhousingmember on said axes, said horizontal drive shaft extending into thedrive shaft housing for driving connection to thevertical drive shaftand being'secured axially within said'housing, said drive shaft housingbeing removable from the housing member and separationthereof effectingan uncoupling and removal of the horizontal drive shaft from the engineand housing member respectively.

10. The invention as set forth in claim 9 wherein Athe drive shafthousing and housing member are removably secured together on a generallyvertical plane and a projection extends from one of said members and isreceived within a complementary opening in the other of said members toassist in `properly aligning said members during assembly.

11. The invention as set forth in claim 9 wherein the drive shafthousing and housing member are removably secured together on a generallyvertical plane and the housing includes a forwardly extending tubularprojection ladapted to be received within a complementary bore openingin the housing member to assist in properly aligning the housing andhousing member during assembly and wherein the horizontal drive shaftextends through the projection and is secured against axial movementtherein.

FERGUS S. MIDDLETON, Primary Examiner.

9. IN AN OUTBOARD PROPULSION UNIT FOR WATERCRAFT HAVING A TRANSOM ANDWHEREIN SAID UNIT IS DRIVEN BY AN ENGINE MOUNTED INBOARD OF THEWATERCRAFT, A GENERALLY VERTICAL DRIVE SHAFT, A HOUSING ROTATABLYSUPPORTING SAID DRIVE SHAFT, A HOUSING MEMBER SUPPORTING THE DRIVE SHAFTHOUSING AND EXTENDING FORWARDLY THEREFROM AND ALONG WITH SAID DRIVESHAFT HOUSING BEING DIRIGIBLY AND PENDANTLY SUPPORTED FROM THE TRANSOMOF THE WATERCRAFT ON GENERALLY VERTICAL AND TRANSVERSE HORIZONTAL AXESFORWARDLY OF THE VERTICAL DRIVE SHAFT, A GENERALLY HORIZONTAL DRIVESHAFT EXTENDING THROUGH THE HOUSING MEMBER AND BEING REMOVABLY COUPLEDTO THE ENGINE AND ADAPTED TO ACCOMMODATE MOVEMENTS OF THE HOUSING MEMBERON SAID AXES, SAID HORIZONTAL DRIVE SHAFT EXTENDING INTO THE DRIVE SHAFTHOUSING FOR DRIVING SHAFT EXTENDING INTO THE DRIVE SHAFT AND BEINGSECURED AXIALLY WITHIN SAID HOUSING, SAID DRIVE SHAFT HOUSING BEINGREMOVABLE FROM THE HOUSING MEMBER AND SEPARATION THEREOF EFFECTING ANUNCOUPLING AND REMOVAL OF THE HORIZONTAL DRIVE SHAFT FROM THE ENGINE ANDHOUSING MEMBER RESPECTIVELY.